Load responsive pressure control system



Sept. 29, 1964 A. A. BERG ETAL 3,150,899

LOAD RESPONSIVE PRESSURE CONTROL SYSTEM Filed April e, 1960 e Sheets-Sheet 1 Sept. 29, 1964 A. A. BERG ETAL 3,150,899

LOAD RESPONSIVE PRESSURE CONTROL SYSTEM Filed April 6, 1960 6 Sheets-Sheet 2 Sept. 29, 1964 A. A. BERG ETAL LOAD RESPONSIVE PRESSURE CONTROL SYSTEM 6 Sheets-Sheet 3 Filed April 6, 1960 /NVENTHS ARTHUR A. BERG HAROLD L. DOHH/KIN CHARLES H. SCHRE/BE parker Z aP/"fer #t omg/5.

Sept. 29, 1964 A, A. BERG ETAL 3,150,899

LOAD RESPONSIVE PRESSURE CONTROL SYSTEM Filed April 6, 1960 6 Sheets-Sheet 4 INVENTORS. ARTHUR A. @ERG HAROLD L. OER/K//V CHARLES H. SCHRE/BER BRA KE A PPL/CATION PRESSURE Sept. 29, 1964 A. A. BERG ETAL 3,150,899

LOAD RESPONSIVE PRESSURE CONTROL. SYSTEM Filed April e, 1960V L e sheets-sheet 5 EMERGENCY ELU/0 PRESSURE /NLE T APPL/CA T/ON ELU/ PRESSURE /NLE T NVENTORS ARTHUR A. BERG HAROLD L. DOER/K/N CHARLES H. SCHREIBER AL TER/VA TE APPL/CA T/.UN ELU/0 PRE SSURE /NLE T afer Car/Zer- Sept 29, 1954 A. A. BERG ETAL LOAD RESPONSIVE PRESSURE CONTROL SYSTEM 6 Sheets-Sheet 6 Filed April 6, 1960 lN VEN TORS ARTHUR A. BERG HAROLD L. R/K/N CHARLES H. SCHRE/BER Darker Carter 4f tor/7g;

www

United States Patent O 50,899 LAD RESFNSEWE PRESSURE CNTRL SYSTEM Arthur A. Berg, Lineolnwood, Harold L. Dohrilrin, Highland Parli, and Charles El. Schreiber, Chicago, Ill., assigner-"s to Berg Airlectro Products Co., Chicago, Ill., a corporation ol? illinois Filed Apr. 6, i960, Ser. No. 20,372 Claims. (Cl. 303-22) This invention relates to pressure control systems and has particular application, for example, to the brake systems of vehicles.

In some pressure systems having a pressure source, pressure applying means and a point or" pressure application, a variable factor exists which can influence the amount oi pressure required at said point for any given actuation of the applying means. An example is the air pressure system oi a truck-trailer system. Presently such systems supply the tull pressure needed to safely stop such vehicle when it is at its maximum loaded weight. A lightly loaded vehicle requires less pressure upon its braltes than does a heavily loaded vehicle. Vehicle operators presently attempt to supply the variable control needed by judicious application of the pressure 'through variation in movement of the brake pedal provided for brake appl"- cation. This is entirely unsatisfactory, however. It leaves free rein to human error. Littlel or no feel is provided for the operator in such systems. Gperators either apply too much pressure, when the vehicle is light or attempt to limit the pressure applied by timid riding of the brake pedal to prevent locking the wheels. Similarly, a gingerly application of pressure, when the vehicle is heavily loaded, produces unsafe delay in stopping the vehicle. It is accordingly one purpose oi the invention to provide a pressure control system automatically adjusted and proportioned to the load of the vehicle and thus etlective to deliver the pressure required, and only that amount, to 'the point of application upon any given actuation of the applying means.

One purpose of the invention is to provide a system effective to proportion the pressure applied to 'the brakes of a vehicle in response to variants in the load oi the vehicle.

Another purpose is to provide a control system for pressure applied to the brakes of a vehicle.

Another purpose is to provide a control system eective to vary the pressure applied to the brakes of a vehicle in proportion to the load of the vehicle.

Another purpose is to provide a control system for vehicle bralre pressure eieotive to provide a maximum control on the part of the vehicle operator.

Another purpose is to provide a control system for vehicle bralre pressure which shall be automatic in operation.

Another purpose is to provide a control system for vehicle brake pressure which shall be substantially free from human error.

Another purpose is to provide a control system for vehicle brake pressure which shall be edective to proportion the pressure applied to the brake in relation to the load of the vehicle without change in present vehicle operator technique.

Another purpose is to provide a control system for vehicle bralre pressure which shall be effective to proportion the pressure applied to the bralre in relation to the load of the vehicle without difference in vehicle operator technique between a heavily and lightly loaded vehicle.

Another purpose is to provide a control system for vehicle bralte pressure wherein the pressure applied to the brake is capable of immediate release.

Another purpose is to provide a control system for 3,l5u,899 Patented Sept. 29, 1964 ice vehicle brake pressure which shall be substantially free of locking effect on the brakes of a vehicle.

Another purpose is to provide a control system for vehicle brake pressure which shall be substantially free of the effect of road shock and vibrationof the vehicle.

Another purpose is to provide a pressure control systern automatically elective to Vary the pressure at its point of application in response to variation in an environmental factor having inliuence on the amount of pressure required,

Another purpose is to provide a control system for vehicle brake pressure capable of occupying a minimum total space.

Another purpose is to provide a control system for vehicle brake pressure having a mechanical weight-sensing element itself effective to absorb the effect oi road shocks and vibration.

Another purpose is to provide a control system for vehicle brake pressure having a mechanical weight-sensing element including means providing an integral motiontransrnitting and shock-absorbing element.

Another purpose is to provide, in a single housing, a tluid pressure control system responsive to the weight of a vehicle with which it is associated to vary the ratio of pressure applied to the brakes of such vehicle for any given actuation of brake-application means.

Another purpose is to provide a control system for vehicle brake pressure including means effective to actuate said system in response to loss or diminution of the pressure in the emergency system of such vehicle.

ther purposes will appear from time to time during the course of the specication and claims.

The present application is a continuation in part of our application Serial No. 780,359 entitled Load Responsive Pressure Control led December l5, 1958, now abandoned.

I illustrate my invention more or less diagrammatically in the accompanying drawings, wherein:

FIGURE l is a side elevation in partial cross section and constituting a schematic showing of one form of the invention;

FIGURE 2 is a side elevation in partial cross section and illustrating another form of the invention;

FIGURE 3 is a side view in partial cross section and illustrating, schematically, a third form of the invention;

FGURE 4 is a view in partial cross section and illustrating, schematically, a fourth form of the invention;

FIGURE 5 is a top plan view, in partial cross section, of another form of the invention;

FIGURE 6 is a cross sectional view taken on the line 6-6 of FIGURE 5;

FIGURE 7 is a side cross-sectional View, on an enlarged scale, illustrating an emergency pressure element of the invention;

FIGURE 8 is a detail View taken on the line 8 8 of FIGURE 6;

FIGURE 9 is a side View, in partial cross section, illustrating another form of the invention; and

FIGURE l0 is a View taken on the line itu-2li) of FIGURE 9.

Like parts are indicated by like numerals throughout the specifications and drawings.

Referring now to the drawings, and particularly to FIGURE l, the numeral 1 illustrates generally a movable element, such as a floor portion of a truck or a truck trailer, for example. For convenience the invention may be described as employed in association with a truck. Accordingly, the numeral 2 indicates a truck axle. A rod 3 is positioned vertically above and has its lower end surface 4 resting upon, or otherwise in contact with tthe upper Surface of the axle 2. A valve housing 5 is secured to the truck and may, for example, be secured to' the truck bed 1. The rod 3 extends through an aperture 6 in the bottom wall of the valve housing 5 and carries at its vupper end for reciprocation within the housing a `plate 7. A spring S is positioned axially of and within the housing 5, having its lower end seated upon the upper surface of plate 7 and its upper end operatively against the lower surface of a plate or piston element 9 reciprocal within the housing 5. The plate 9 is apertured as at 10 and carries a valve seat 11 uprising about the aperture 1li. The housing 5 has its portion between the plate 7 and piston 9 vented to atmosphere as by the passage or outlet 12. A valve member 13 has a lower valve portion 14 positioned for seating upon the seat 11 within the housing 5. A stem 15 extends from valve portion 14 upwardly through an aperture 16 in an upper wall within the housing 5 and carries, at its upper end beyond said upper Wall, a valve portion 17 positioned for seating upon a valve seat 13 uprising about and defining the aperture 16. A second upper wall of the housing 5 holds a spring 19 between its inner surface andthe upper surface of valve portion 17 to urge the valve 17 upon its seat 18.

The valve housing 5 has an inlet passage 2.@ directed toward the aperture 1d and in communication therewith when valve 17 is not on its seat 18. The aperture 16 places inlet passage 2t) in communication with the area within the housing above the piston 9. Said area above the piston 9 is in communication with an outlet passage 21 of the housing 5.

The structure thus described may, in view of its function in response to the movement of bed 1 caused by load in the vehicle, be termed, for convenience, a pilot valve or load-sensing or Weighing device.

The line 22 places the outlet 21 in communication with the area inside a cylinder 23. Cylinder 23 has mounted for reciprocation therein a piston 24, on one side of which a spring 25 has its opposite ends in contact with a surface of piston 24 and an inner wall surface of cylinder 23. It will be observed that line 22 is effective to deliver` air under pressure to that side of piston 24 opposite from the one in contact with spring 25, as indicated at 26. The side of the piston 24 to which air under pressure is delivered has secured thereto a rod 27 which itself extends outwardly from the cylinder 23 and carries at its opposite end a piston 23 reciprocal Within a cylinder 29. The cylinder 29 has a supply of oil or other hydraulically effective fluid, indicated at 30, on both sides of piston 28. A by-pass channel 31 places the areas within cylinder 29 on opposite sides of piston 28 in communication one with the other for transfer of fluid in response to movement of piston 23 within cylinder 29. A metering device 32 is positioned within the channel 31 to adjust the resistance effected by the oil to the movement of piston 28 within cylinder 29. An oil or fluid-replenishing device, indicated generally at 33, may comprise a housing 34 placed in communication with the area inside cylinder 29 by passage 35 in'which a check valve 36 is positioned to preclude the return flow of fluid from cylinder 29 to replenishing element 33. A piston 37 is positioned above the fluid in member 33 and a spring 33 is positioned above the piston 37, the piston 37 carrying a rod 39 upwardly extending into and beyond a cap 4) for visual indication of need for refilling the member 33.

The structure comprising elements 28 through 40 may, for convenience, be described as a dampening means.

The rod 27 carries, as by the arm 41, a roller 42.

An air pressure reservoir, which may, for example, be the emergency reservoir in a truck-trailer vehicle, is indicated at 50. A line 51 delivers air under pressure from reservoir 50 to inlet 20 of the Weighing valve 5.

Air under pressure may be delivered, as by the line 52 to a brake application, or pressure application valve 53. The pressure air delivered through line 52 may, for example, riginate in the service lines of a trailer-truck CIK 4 combination. It will be understood, in such event, that the vehicle operator controls the application valve 53 in the operation of a brake pedal.

Air under pressure is delivered, as by line 54, to one surface of a piston 55 reciprocal within a cylinder 56. The opposite surface of piston 55 carries a rod 57 extending from the cylinder 56. A spring 57a is positioned within cylinder 55 to urge piston 55 against the action of pressure delivered thereagainst by line 54. A balance beam or rock arm 58 has one end pivotally connected to the outer end of rod 57, as at 59, and its opposite end pivotally connected to a second piston rod 60, as at 61. lt will be observed that roller 42 is in contact with arrm 53 and on the opposite side thereof from rods 57, 66.

The rod 6@ carries at its opposite end a plate 62 reciprocally mounted within a cylinder 63. A valve piston 64 is also reciprocally mounted within cylinder 63 and a spring 65 is operatively positioned between plate 62 and piston 64 to urge the same in opposite directions. Piston 64 is apertured as at 66 and carries a valve seat 67 surrounding the aperture 65 and rising from the surface of piston 64 opposite to that against which spring 65 is operative. Cylinder 63 is vented to atmosphere between piston 64 and plate 62, as at 68. A valve member 69 has a stem 70 carrying at one end a valve portion 71 positioned for seating upon seat 67 to close aperture 66 and extending through a valve passage 72 within cylinder 63 to carry at its opposite end a valve portion 73 positioned for seating upon a valve seat 74 surrounding passage 72. A spring 75 is positioned within cylinder 63 and has its ends in contact Withrthe outer surface of valve portion 73 and with cylinder 63 to urge valve 73 upon its seat 74.

A line 75 is arranged to deliver air under pressure from a source, such as reservoir 5d, to an inlet 77 of cylinder 63 and thus to the valve passage 72 when valve 73 is of its seat 74. The air delivered under pressure through inlet 77 and through passage 72 enters cylinder 63 on that side of piston 64 opposite from spring 65 and this area is provided with outlet 7S to which is connected a line 79 arranged to deliver air under pressure emanating from cylinder 63 to a chamber Si) and to one side of a diaphragm 81 dividing said chamber.

The foregoing structure may, for convenience, be described as a proportioning segment or" the system set forth.

The diaphragm d1 is urged against the pressure entering from line 79 by spring 82 and carries a rod 33 extending from the chamber tt? and carrying, at its outer end, a valve member 34 positioned within a relay valve housing 85 to seat upon a valve seat 8u therein.

A line 37 carries air under pressure from reservoir Sil t0 and into valve housing 35 as at 83. Air passing through Valve housing 85 when valve 34 is off its seat is directed through outlet 89 and by line 90 to an air brake chamber 91. it will be understood that the air brake chamber is or standard construction and that the air delivered thereto is effective to apply the brakes to the vehicle.

Referring now particularly to FIGURE 2, the axle of a vehicle is indicated at 130. A frame or other suitable means 101 xes to the axle 1 a housing 102 in which a yielding member, such as the road shock spring 103 is positioned. The spring 103 has one of its ends against an inner surface of housing 1432 and its opposite end against the inner surface of a plate 164. The housing 102 .is apertured in alignment with plate 104 and the spring 103 normally urges the plate 134 to close the aperture in housing 1h32. Extending into the aperture 195 is a rod 156. A semispherical enlargement 157 is carried by the end of rod 106 for rocking or tilting contact with the outward face of plate 104. A cylindrical Wall 198 may extend through aperture 1&5 and be attached to plate 164 to surround the head 167 and a portion of the stem 1%.

Stem 106 extends into a dampening cylinder 11i?. A piston 111 is carried by stem 19S within cylinder 110 and a spring 109 is carried betWeen the top side of piston 111 and the housing 111i. A supply of fluid 112 is carried in cylinder 11d on both sides of piston 111. A by-pass channel 113 places the area Within cylinder 111i on opposite sides of piston 111 in communication one With the other and a metering device 114 is provided in channel 113. A replenishing member 115 is in communication with chamber 11u and is constructed substantially along the lines of element 33 described above. A stem or rod 115 extends from piston 111 outwardly of chamber 116i and into chamber 117. A valve-actuating plate 11S is carried by the inner end of rod 11o for reciprocation Within chamber 117.

The housing forming chamber 117' may be indicated generally at 12u and includes a valve-supporting center section 12-1. The section 121 has three valve passages 122, 123, 12d formed therein. Valve stems 125, 12o, 127, of progressively increasing length, extend through passages 122;, 123, 124 and have their ends extending into chamber 117 for sequential contact by plate 113 as it moves in one direction in chamber 117.

Each of the stems 125, 12o, 127 carries at its opposite end a valve head positioned to seat upon a valve seat at the end of passages 12?., 123 and 124. Springs 123, 129, 13d urge the valve heads 131, 132, 133 toward their respective seats. The housing 12d may be suitably secured to a vehicle, such as a truck, for example, by bracket 134.

The housing 129 has an inlet 135 to which an air pressure line 13d is connected. The line 13d is in communication with an application valve 1F17 which is in turn in controlled communication with a suitable source of air under pressure which may, for example, be the air pressure service reservoir of a truck-trailer combination, indicated at 13S.

Housing 121) has an outlet 13@ maintained in continuous communication, through the upper chamber A of housing 12u with source 13b and by means of line lill), with an upper portion of a diaphragm housing, indicated generally at 141. Valve passage 12d has an outlet 142 placed in communication, as by line 143, with an intermediate portion of diaphragm housing 1411. The valve passage 12? has an outlet placed in communication, as by line 14%, with a second intermediate portion of diaphragm housing Valve passage 122 has an outlet placed in communication, as by line 145, with a lower portion of diaphragm housing 141. Thus the vari-dlmensioned portions of diaphragm housing 141 are placed in communication with the source of air pressure 1355 through the described valve passages, chamber A, line 136 and valve 13'?.

The diaphragm housing 141 comprises an upper shell d and a lower shell 151. rl`he shells 151i, 151 are divided by a diaphragm 152 having secured thereto a valve stern 153 extending outwardly from the shell 151 and carrying at its outer end a valve head 154i.

The upper shell b is divided into four chambers, the lower chamber, indicated at B, being bounded by the parallel diaphragms 152, 155, the diaphragm 155 being of less area than diaphragm 152. The diaphragm 155' forms with the shell 15b and a parallel, spaced diaphragm 155 a second chamber C and is of less area than diaphragm 155. A diaphragm 157 forms Witthe parallel, spaced diaphragm 156 a third chamber D and is of less area than diaphragm The diaphragm 157 also forms, with the upper portion of shell 15d, a fourth chamber E. lt Will be observed that line 145 is in communication with chamber B; line 1514i is in communication with chamber C; line 1113 is in communication with chamber D; and line lla/lll is in communication With chamber E. lntertting elements, indicated generally at 161B, engage the diaphragms 1552, 155, 15o, 157 together for unitary movement in one direction and are aligned with stem 153 to which diaphragm 152 is secured. The elements 16d and stop 1512er limit movement of any one ot CTL the diaphragms thus described is effective to cause movement of the stem 153.

The valve 15d is position-ed Within a valve housing, which in a truck-trailer air system may be termed an emergency relay valve housing 161. A spring 15de: may be used to urge the valve 154 against the housing 1to1. An inlet 162 is placed in communication with a source 163 of pressure, such as an emergency reservoir in a truck-trailer vehicle. The area Within the housing 161 has a valve passage 1de normally closed by the valve head 154i and an outlet 1e5 on the opposite side of the valve head 154i from the inlet 162. The outlet 165 is placed in communication, as by the line 166, With a brake chamber 167 of known construction for bralre application, any excess pressure being exhausted in any desired manner.

Referring now to FIGURE 3, an element xed in relation to the ground for example, such as a vehicle axle, is illustrated at 2131i. A frame member Ztll is secured to the element Ztl@ and carries a plate portion 2.112 laterally disposed in relation thereto. An upwardly open cylinder 2113 has secured to the outer surface of its bottom Wall a bracket Edil on which is rotatably mounted a roller 2115 in alignment, and normally held in contact, 'with the upper surface of plate 21,12. Partially inserted into the open upper end of cylinder 2% is an elongated piston 206. The opposite end of pison 2116 carries a plate 2117 reciprocally mounted Within a housing 268 which is in turn secured to an element movable in relation to element 2%, such as a portion of a truck chassis illustrated schematically at 2119. A spring 211i is positioned Within housing Zll above the plate Ztl? and is effective to urge the plate 2117 and piston 2Go downwardly or toward plate 2M.

Movement of the piston 1116 into cylinder 2113 is resisted by a supply of fluid 211 in cylinder and an outlet 5312 is positioned adjacent the bottom of cylinder 2% in communication with the supply of fluid 211. A line 213 is connected to outlet 219 and has associated there with an adjusting orilice 214. Line 213 is in communication with a cylinder 21e, as at 216, and thus with a supply of fluid 217 and cylinder 21S. A fluid replacement reservoir, indicated generally at 21S, is in communication with chamber 21S and with Huid 217 therein and is constructed generally along the lines described in relation to element 33, above.

Reciprocal within cylinder 215, above the level of and in contact with the iiuid 217, is a piston 219. A spring is operative against the piston 219 to urge it against the fluid 217. A rod 221 is secured to piston 219 and extends through the upper Wall of cylinder 215 and into a cylinder 222. Connected to the upper end of rod 211 and reciprocal within cylinder 222 is a plate 223. A spring 224 urges plate 223i and a valved piston 225 in opposite directions within chamber 222. Chamber 222 is vented to atmosphere between plate 223 and piston 255 as at 226.

Piston 22S is apertured as at 2.27 to provide a valve seat 223 upon which a valve head T329 is arranged to seat. The valve 229 carries a stem 23d extending through a second valve passage 23d Within cylinder 222 and carries at its upper end a valve head 232 arranged to seat upon a valve seat 233 to close a valve passage 23d. A spring 2.15 is positioned in cylinder 222 to urge the valve head 232 toward its seat 233.

A source of lluid pressure, such as the air reservoir 241i, is placed in communication, as by the line 241, with an inlet 242 into cylinder 222 above the valve head 232. Cylinder 222 has an outlet 243 in communication with the area Within chamber 222 between the valve passage 234 and plate 225. Outlet 2413 is placed in communication with a housing Zil, as by line 2414, arranged to deliver air under pressure into a valve chamber F in housing 25d. The chamber F has three valve pistons 251, 252, 253 therein. The valve pistons 251, 252, 253 have stems atadas@ 254, 255, 256, respectively, of decreasing length. Each of said stems extends through its own valve passage in housing 2S@ and carries at its upper end a valve head arranged to control its associated valve passage. The valve heads are indicated, respectively, at 257, 253 and 259. Springs Zell, Zdl, 262 are positioned to urge the valve heads 257, 2.53, 259, respectively, toward their seats to close their associated valve passages, the springs Zoll, Zot, 262. being of varying strengths to eflect sequential opening oi valves 25?, 25d and 259.

An application valve 265 receives air under pressure from a suitable source, for example from the service line of a truck-trailer combination. Said pressure is conveyed, as by line 266, into housing 25d, the line 266 being arranged to deliver said air under pressure into a top chamber G above a diaphragm 267. A branch passage communicates with line 26o to deliver air, under pressure, to the valve passage controlled by valve head 257. When valve 257 is oil` its seat, said air under pressure is permitted to ow through passage 269 into a chamber H between diaphragm 267 and a diaphragm 27@ having an area greater than that of diaphragm 2&7. A continuation of passage 263 is positioned to deliver air under pressure to the valve passage controlled by valve head 252i and when valve 25S is oil its seat, said air under pressure is conveyed by passage 271 into a chamber l between diaphragm 27@ `andra third diaphragm 272 having an area greater than that of diaphragm Zll. A further continuation of passage is positioned to deliver air under pressure to the valve p .ssage controlled by valve head .259, and when valve 259 is oli its seat, to deliver said air pressure through passage 273' into a chamber l' between diaphragm 272 and a fourth diaphragm Zl having an area greater than that of diaphragm 272.

Each of the diaphragme 2o?, 27d, 272 and 27d are inter-engaged, as by means 275, to control a valve stem 276 extending outwardly from housing 2S@ and carrying at its outer end a valve head 277 and a stop 275e limits their movement in the direction urged by spring 278-. Spring 27% urges the valve head 277 on its seat to close an air pressure line 279 extending from reservoir 24). When valve head 2'7'7 is moved oil? its seat by movement of any of the diaphragms just described, air under pressure entering the chamber in which valve 2.77 is positioned, is directed into a chamber l beneath diaphragm 27d and thence through a line Zbl to a brake pressure chamber 2.32 of known construction.

Referring now to FIGURE 4, the numeral Still indicates a relatively fixed element such as an axle of a vehicle such as a truck. A frame 3% is fixed on element Still and carries a horizontally disposed plate portion SW2. A roller 333 rests upon and in contact with the upper surface oi plate Eil@ and a rod ltll is connected to roller and extends upwardly into a cyduder 3dS to carry at its upper end, for reciprocation within the chamber 365, a piston A supply of fluid 367 is carried within cylinder 3&5 above piston Cylinder 3% has an upper wall 363 spacedly positioned beneath a portion of the vehicle body, such as that illustrated schematically at 309, and a spring Ellos is in cylinder 305 above pistonftlo and a spring Elli is positioned between the vehicle portion Eil@ and the outer surface of wall 3% of chamber 3dS. A 'luid-replenishing device 311 is in communication, by means of line 3312, with the lluid-lled areaV above piston 3% in cylinder 3&5, the checlt valve 313 being positioned in line 312 between device StZ and cylinder SGS. Device Ell corresponds substantially to that illustrated at 33 in lilGURE 1.

A line 3rd places the area above piston 3% in cylinder 3% in communication with the area inside a cylinder Slt? on one side of a piston 3l@ reciprocal therewithin. An adjustment or metering orifice 317 is associated with line Sir-l between cylinders Stil: and 3dS. A spring Bld is positioned in cylinder 3l5 to urge piston ille against the uid in cylinder 3R53. Piston 316 carries a rod 33.9

which extends outwardly from cylinder 311,5 and carries at its outer end a roller 32).

An application means such as valve 321 receives air under pressure from any suitable source, for example the service reservoir in a truck-trailer combination, and delivers said air under pressure, as by means 322, to one side of a piston in a cylinder 32d. A spring 325 in cylinder 32d urges piston 323 against said air pressure. Piston carries a rod 32o which extends outwardly from cylinder 32d and has its outer end pivotally connected, as at 327, to a scale beam or rocker arm 32rd.

Pivotally connected to the opposite end ol arm 32S, as at 329, is an outer end of a rod 33t? which has its pposite end extending into a cylinder 33E and carrying for reciprocation therewithin a plate 332. It will be observed roller 32@ is in contact with the surface of arm opposite to that from which rods 326, 33h extend to serve as a movable iuicrum for arm 328.

Within cylinder 33t a spring 3335 is positioned between plate and a valved piston 34. The cylinder 331 is vented to atmosphere between plate 332 and piston 334 as at 2st-S. Piston 33dis apertured as at 336 and an annular r'lange surrounds aperture 336 to form a valve Leat 337 upon which a valve 33S is positioned to be seated. A stem 339 extends from valve head 33@ through a valve passage Sell formed within the cylinder 331 and carried at its opposite end a valve head Sdi. A spring 342 is positioned to urge the valve heads 34E, 338 toward closed position. A rluid pressure reservoir 343 has a line 3ds.- extending therefrom for delivery or fluid pressure, as at inlet 345, to cylinder 33t and specifically to valve passage when valve Eel is oil its seat. Fluid pressure passing through passage 34V? escapes from cylinder Bill through outlet 3de and is directed, as by line 3d?, into a relay valve 34S from whence branch lines M9, 35) carry said tluid pressure to a point of application, such as bralie chambers 35i, 352. of known construction.

Although an operative form of the device has been shown, the invention is not limited to the particular details described. While the invention finds ready application to vehicle brake systems, it may be useable in other contexts. Many changes may be made in the form, shape and arrangement of parts without departing from the spirit of the invention. For example, whereas l have shown and described a number of individual separate elements, it will be understood that many of the elements shown and described above can, and would nor- .ially be incorporated into a single housing structure. Sunilarly, fluids other than air may be employed without departing from the nature and spirit of the invention. We, therefore, desire to be limited only by the scope of the appended claims.

Referring now, for example, to FIGURE 5 a housing is indicated generally at Z-ttl. Pivoted outside the housing chti, for example, on the outward-extending end 461 of fixed cross shaft 462 is an arm 463. For adjustment purposes, the arm dit?) has a plurality of longitudinally spaced attaching apertures indicated at 464. Pivotally connected, as by pin-and-clevis means 495 associated with one of the apertures 41h53-, is an arm dilo, it being understood that arm ille is suitably connected to the body of the vehicle with which the invention is employed. Thus, the weight of and in the vehicle body directly influences, through arm dbb, the rotational position of arm 403 on shaft db2.

Arm ltl has a laterally extending socket portion 467 extending through an arcuate slot 4&3 formed in the wall of rousing 46th. A spring 4&9 has one of its ends secured in socket dll? within housing dell. The spring S99 is coiled about shaft 492 within housing 466 and has its opposite end, as best seen in FIGURE 6, secured intermediate the ends of an internal arm dlt?, itself pivoted at its upper end, as at all, to shaft 402.

The opposite end of arm dlt? is pivotally connected as at 412 to a fulcrum member, indicated generally at 13. The member 413 has a support roller 414 rotatably supported on a llat surface 415 secured within housing 400. A fulcrum roller 416 is rotatably mounted on member 413 above roller 414.

A shaft 417 has one of its ends ecured to member 413 and extends outwardly from housing 4d@ into a sub-housing 41S in which piston 419 is reciprocally mounted for movement with shaft 417 and fulcrurn member 413. The piston 419 has a bleed aperture 42d communicating with the areas on opposite sides of piston 419 within cylindrical housing 41S. A spring 421 urges piston 419 toward housing 45d.

A uid pressure entry passage 439 is formed in housing 400 for communication with a passage 431 formed in a cylindrical insert member 432 and communicating with a chamber 433 therein above a piston 434 mounted for reciprocation within chamber 433. A closure cap 435 closes chamber 433 above piston 434 and includes a depressed or concave central portion 436 serving as an upper stop means for piston 434. Piston 434 has an actuating engagement with piston rod 437 slidably supported within housing 499 by a bracket 435 and pivotally secured at its lower or opposite end, as at 43d, to a rock arm 440, the lower surface of which is fulcrumed on fulcrum roller 41d.

A sub-housing 45u is secured to housing 4d@ and has a push rod 451 extending outwardly therefrom and having its outer end 452 received in a socket 453 at the opposite end of rock arm 45113 from the movable fulcrum or pivot point 439. T he push rod 451 extends into a chamber 454 in sub-housing 45d in which a valve piston 455 is reciprocally mounted. The piston 455 has an axial extension 4545 hollowed to provide, as the parts are shown in the drawings, an upwardly open valve seat 457 and apertured in its side walls as at 458 for communication with charnber 454. Vent passages 459 are formed in sub-housing 45t? and communicate with chamber 454.

A downwardly open chamber-forming cap member dt) is secured to housing 459 and has reciprocally mounted therein a second valve piston 461. A valve seat 462 is formed in alignment with the ,otherwise-open end of cap housing 46d, and piston 461 carries an annular flange 4&3 serving as a valve member and carrying an annulav'alve element 464 positioned for seating upon valve seat 452 to close the chamber 465 formed in cap housing 46d about piston 461. A yielding means, such as spring 466, is positioned in cap 45d to urge the valve element 464 on its seat 462. Piston 461 has an axial elongation 47d extending into chamber 454 and carrying a valve element 471 for seating upon valve seat 457 and for actuating contact of piston 451 with piston 455.

A fluid pressure passage 439 communicates with the chamber 454 above piston 455 and beneath valve Seat 4%2. A plurality of outlet passages, such as those indicated at 481, may be formed in sub-housing 451i for communication with passage 48d, and the brake-actuating chambers (not shown) normally employed in association with the brake system of a vehicle. For example, four such passages 481 are shown in FIGURE 5, it being understood that any lesser number may be employed, those passages 481 not being required simply being closed oft.

Referring now to FIGURE 7, there is illustrated a means elfective to cause automatic operation of the device Y of the invention to apply the brakes of a vehicle in response to a loss of pressure in the emergency air pressure system of the vehicle. As seen in FGURE 7, cap 435 has been removed and an adapter fitting 50d has been substituted therefor. The adapter Stili has an alternate inlet fluid pressure passage 501 communicating with 'chamber 433 above piston 4.34. An actuating rod 5M is slidably mounted in member 500 and has its lower end in actuating contact with the upper surface of piston 434, as indicated at 5433. The opposite end of rod 552 is champfered, as indicated at 594, and extends into a laterally disposed chamber 'tiS in which a second actuating rod member 5% is slidably mounted. The rod 5% has a cylin- 10 drical end portion 507 slidably received in a seal 508 and extending into a sub-chamber 569 with which a reduced vent passage 519 communicates.

Intermediate the ends of rod 506 is a reduced cylindrical portion 511, a conical surface 512 joining rod segments 5657 and 51.'. An enlarged cylindrical end portion 513 of rod StD-5 is joined to segment 511 by a larger conical surface 514 and rod segment 513 extends into an enlarged chamber 515 in which piston portion 516 of rod member 5% is reciprocally mounted. Emergency fluid pressure is admitted through entry passage 517 into chamber 515 on one side of piston portion 516. A yielding means such as spring 51S is positioned in chamber 515 on the opposite side or piston 515 and is operatively engaged therewith to urge the piston 516 and the integral rod 596 secured thereto to the left as the parts are shown in the drawings. It will be observed that champiered end portion Silit of rod 5 2, as illustrated in FIGURE 7, is held in engagement with the rod surfaces 511, 512 and 514 when piston 434 is in its uppermost position.

Referring now to the form of the invention illustrated in FGURES 9 and l0, a housing generally indicated at dil-tl has a somewhat reduced over-all configuration in comparison with that of housing 41th. An arm olli corresponding in function and over-all configuration with arm 463, above described, is secured for rotational movement with a lateral shaft ed?. extending into and rotatable in housing dell, as best seen in FIGURE 10. The shaft 652 hasv secured thereto and downwardly extending therefrom a pair of leaf spring elements indicated at 604, the lower ends of which are received between a pair ot rollers 605, 6% secured to fulcrum member 657.

Member oil? corresponds substantially to fulcrum mei ber `M3, above described, except that a shortened shaft 563 is secured at onetend thereof and extends into a socket ed@ in which is received a spring dll) coiled about shaft 698 to urge member 6%7 to the right, as the parts are shown in the drawings. A second shaft 611 extends in the opposite direction from member titi? and carries at its outer end a piston 612 reciprocal in a chamber 613 formed in a subhousing #14 secured to housing odd. A surge chamber 615 is positioned adjacent chamber 513 and a set of restricted passages 616, 617 place chambers v5.1.3 and 615 in communication on opposite sides of piston 612. The remaining elements of FEGURES 9 and l0, except for reductions in size and changes in configuration, are substantially identical to corresponding elements described above and will, therefore, not be further described.

The use and operation of the invention are as follows:

1Referring particularly to FIGURE l, for example, the load placed in the vehicle causes a movement of the vehicle bed 1 and housing 5 downwardly toward axle 2. The weight of the vehicle body causes such movement initially or, if desired the parts could be set to incorporate the body weight originally. Resultant compression of spring d causes a lifting of valve head 17 olf its seat 18, thus permitting lluid, such as air under pressure, to pass from reservoir 5l? through inlet Ztl, valve passage 16 and through outlet 21 and line 22 into cylinder 2.3. The pressure entering cylinder 23 causes movement of piston 24 against spring 25 and a resultant movement, to the left as the parts are shown in the drawings, of rod 27 and with it roller 42. The uid 36 in cylinder Z9 serves to dampen the effect of minute fluctuations in the pressure entering cylinder 23, which may result from occasional road shock or vibrations, which could cause a movement of bed 1 toward axle 2 and the resultant delivery of minute increments of pressure to cylinder 23. Thus, roller 42 is positioned in direct relation to the load placed in the vehicle and this is accomplished automatically.

Thereafter, when the operator depresses the foot pedal provided for application of brake to the vehicle, the application valve 53 is opened to permit fluid pressure to enter cylinder 56 on one side of piston 55 and to move piston 55 against the action of spring 57a and thus to move rod 57 aiedess outwardly of cylinder 56. Movement of the rod 57 causes a rocking of arm 53 about the iulcrum provided by roller 4t2-and a resultant movement of rod 6l) and plate 62, against the action of spring 65 within cylinder 63. The latter action causes an unseating of Valve head 73 from its seat 74 to open passage 72 and thus to permit lluid pressure to ilow from reservoir Sti through outlet 73 of cylinder 63 and into the diaphragm chamber Si) to move diaphragm 8l and rod 33 against the action of the spring 82 and thus to unseat relay valve head 34. As valve S4 leaves its seat do fluid pressure from reservoir is permitted to pass through relay valve housing 85 and line Siti into the brake chamber 91 to apply the brakes to the vehicle.

Thus the pressure applied to the brake, for any given amount of application of force to the brake pedal by the vehicle operator, is directly proportioned to the load in the Vehicle by the weighing or sensing elements illustrated generally by the numerals l-Sl). In so doing the sensing structure positions a fulcrum 42 at any one of an infinite number of points on rock bar 58.

Thereafter actuation of the application valve S3 produces a relative movement between piston 55 and plate 62, depending upon the position of ulcrum 42 along bar S8. As illustrated, for example, fulcrum 42 is closer to rod 57 than to rod eil and a given amount of pressure applied to piston 55 will produce a greater movement of plate 62 than would be the case if fuicrum 42 were at a position further to the right, as lthe parts are shown in the drawings, from that illustrated.

Prompt and immediate release is provided automatically through valve passages 10, ed and vent passages 12, 68.

The amount of dampening action is controllable by means of metering device 32 and oil supply Sil is maintained by element 33, normal servicing of the system requiring only an occasional replacement of oil in member 33, as indicated by the visual upper portion of rod 39.

Referring now to FGURE 2, the weight and/o1' load of the vehicle causes a downward movement of housing 120. Downward movement of housing 120 produces a resultant rise of plate 113 therewithin, dampening chamber 11i) being effective to limit such movement in reaction to road shock` or Vibration. With a given weight, plate 11S will contact first the elongated stem in passage 124.

.Continued upward movement, in response to greater weight of the vehicle, produces sequential contact of plate 1th with the stem in passage 123 and that in passage 122.

Diaphragm chamber 141 has an upper chamber E continuously open to receipt of uid pressure directly upon actuation of the application valve 137 by the vehicle operator through the means of a brake pedal. Thus a minimum braking action is provided at all times.

As passage 124 is held open by the weight in the vehicle, iluid pressure is directed through housing 12@ to the larger chamber D in member 141. Similarly, as the passages 123 and 122 are held open by further increased weight of the vehicle, fluid pressure is directed into the still larger chamber C and B, respectively, in member 141. As liuid pressure is directed into a larger chamber in member 141 and effect thereof is to cancel out the effect of pressure in the chamber immediately thereabove and to create a greater movement downwardly, as the parts are shown in the drawings, of stem 153 and valve 154 in response to the application of pressure to the larger, lower iaphragm. Unseating of valve 154 permits passage of iiuid pressure from source 163 to brake chamber 167 and a consequent application of brake to the vehicle.

Referring now to FIGURE 3, a still further variant system is illustrated. The load of the vehicle applied at 2639 causes movement of piston 206 into cylinder Ztl?, and a consequent forcing of fluid 211 outwardly therefrom and into cylinder 215 beneath piston 219. Thus piston 223 is raised in cylinder 222 in response to the load existing at 269. Raising of piston 223 causes an unseating of valve 232 and a consequent delivery of iluid pressure from reservoir 240 through line 241, valve passage 234, outlet 243 and line 244 to housing 25% beneath valve pistons 251, 252 and 25.3. The consequent unseating of valves 257, 25S and 259 individually or in sequential combination produces a delivery of pressure to the diaphragms of gradually increasing area in theV manner described with relation Ato FTGURE 2, above. Brake relay valve 277 is unseated thereby to deliver fluid pressure in amounts desired through chamber K and line 281 to brake chamber 232;.

immediate automatic release is provided through passage 227 and vent 226 formed in piston 225 and cylinder 222, respectively. The springs are positioned in housing 2S@ in chambers vented to atmosphere, as indicated in relation to one of said chambers at 26951.

Referring now to FTGURE 4, the weight exerted at 3% causes relative movement of piston 376 into cylinder 39S and a consequent delivery of iiuid pressure to one side of piston 316 in cylinder 315. Thus fulcrum 32? is positioned at one yof an infinite number of points along rock bar 1or scale beam 32S. Thereafter actuation of application valve 3.2i by the operator produces an upward movement, as parts are shown in the drawings, of piston 32.@ and a consequent rocking of bar 323 about fulcrum 32h to produce a relative reactionary movement o rod 3256 and `a consequent unseating of valve 341 to permit passage of iiuid pressure from source 343 through cylinder 331i and to brake chambers 351, 352. As indicated above in relation to the system illustrated in FIGURE l, the positioning of fulcrum 32d controls the relation between the movement of piston 323 and that of plate 332 and consequently controls the amount of pressure passing through valve passage 34 and applied to the brake chambers 351, 552 in proportion to the amount or" actuation of application valve 321 by the vehicle operator.

Referring now to FlGURES 5 and 6, it will be understood that the weight of the vehicle influences the position of arm 433. Movement of arm 4h35 is transmitted through coil spring 469 to arm 419 to position fulcrum Kilo along the undersurtace of rock arm 449. The spring 4%? is effective to absorb, within itself, minute frequent movements of arm 493 resulting from road shock or vibration of the vehicle, without causing corresponding repositioning of fulcrum 416. The more permament movement of arm 463 to a position responsive to the weight of the vehicle is eiiective, nonetheless, through spring 4h79 to properly position fulcrum 416.

Brake application pressure, such as that created by the operator in pressing the brake pedal of a vehicle, enters through passage 43h to cause downward movement of piston 434- and rod 437 and a corresponding counterclockwise rotation of rock arm 44h, as the parts are shown in the drawings, on fulcrum 416. Such movement of arm 44@ causes an upward movement of push rod 451, piston 455 and valve piston 461 to unseat valve element 464 from seat 462. It will be understood that a suitable entry passage is formed in cap 46) to admit brakeactuating 'luid pressure to chamber 465, and that unseating of valve element 464 permits passage of such brakeactuating uid pressure through valve 462 and into passages 430, 461 for delivery to the brake-actuating chambers such as those illustrated at 351, 352 in FIG- URE 4.

When brake-application pressure is released from passage 43u and thus from the chamber 433 above piston 434, the spring 466 is edective to close valve 464, 4&2 and to return the parts to the position illustrated in FIGURE 6. Excessive iluid pressure in passages 460, 481, remaining after release of application pressure from passage 430, acts upon the upper surface of piston 455 to move the same downwardly, the piston 455 and push rod 451 being separated, as indicated at 451e, for such purpose. Downward movement of piston 455, when valve 454 is on its seat, causes a separation of value seat 457 from valve element 471 and a consequent passage of distress i3 such excessive remainder air pressure through valve 457 and apertures 458 into vent chamber 454 and through vent openings 459.

Referring now to FIGURE 7, emergency fluid pressure is maintained in chamber 51S through passage 517 behind piston 516 to hold the parts in the position illustrated in FIGURE 7. In such position the spring 515 is held in compressed configuration and the reduced portion 511 is positioned over shaft 562 to provide for maximum retraction of shaft 562 when piston 434 is in its uppermost position. Upon failure, or diminution below a predetermined point, of emergency iiuid pressure in chamber 515, the spring 51S is effective to urge piston 516 and rod 566 to the left, as the parts are shown in the drawings. The conical surface 514 is thus caused to ride upon the champfered end 5M of rod 562 and to move the rod 502 downwardly, as the parts are shown in the drawings, and thus to move piston 434 downwardly in the same manner as above described in relation to the iiow of normal application pressure into chamber 433 above piston 434. lust as in the latter case, the downward movement of rod 562 causes immediate application of the brakes of the vehicle to which the invention may be attached.

Referring now to FIGURES 9 `and l0, a variant form of means for damping the movement of a fulcrum is illustrated. In FIGURES 5 and 6, the piston 419 having reduced bleed passage 420 therein, is effective to cause such damping. In FIGURES 9 and l0, a surge or damping chamber 615 is supplied, it being understood that movement of fulcrum 657 to the right, as the parts are shown in the drawings, produces a corresponding movement of piston 612 in chamber 613 and the forcing of uid pressure in chamber 6E through restricted passage 617 into surge chamber 615 and the resulting transfer of such iluid pressure into chamber 613 behind piston 612, the reverse being true in response to retrograde action of piston 612.

In FIGURES 9 .and l0, I provide a variant form of means for both transmitting the effect of varying weights in the vehicle to which the invention is applied and for absorbing road shock and vibrational effects upon such vehicle body. The arm 691 when caused to move minutely in response to road shock and vibration begins to cause a corresponding rotation of shaft 662 and leaf spring members 694 about the axis of shaft 602. Since the members 664 are leaf springs and fulcrum movement is resisted by members 612-615 and 61.9, such minute influences are absorbed in members 664. Movements of arm 601 caused by actual or permanent variances in the Weight in and of the vehicle -body secured thereto, however, are effective to rotate arms 604 permanently to a new, corresponding position about the axis of shaft 602 and thus to cause a permanent shifting or movement of members 604 and fulcrum 697.

While the device of FIGURE 7 is illustrated therein as being attached to the form of housing illustrated in FIGURES 5 and 6, it will be realized that the device of FIGURE 7 may as easily be secured to housing 600 in a corresponding position above piston 434.

We claim:

l. In a vehicle having a xed portion and a portion movable in relation to said fixed portion in response to variation in load on said movable portion and in response to vibration, a source of fluid pressure, a set of pressure-actuated brakes, and automatic means for varying the amount of pressure applied to said brakes from said source in response to the movement of said movable portion resulting from changes in load thereon while preventing variation in applied pressure in response to minute movement of said movable portion resulting from vibration, said automatic means comprising a valve between said source and said brakes, a rock bar having one of its ends in actuating engagement with said valve, a piston responsive to said pressure source and having an actuating engagement with the opposite end of said rock bar, a ulcrum movable along said rock bar and means for moving said fulcrum, said last-named means including a torsion spring having one of its ends secured to one of said vehicle portions and its opposite end connected to said fulcrum and automatic means for actuating said piston in response to diminution of pressure in said source, said last named means including a cylinder, an emergency piston movable in said cylinder, a pressure inlet on one side of said emergency piston communicating with said source, shaft means on said side of said piston and positioned for operating contact with said rst named bar-actuating piston and yielding means on the opposite side of said piston effective to urge said shaft means into actuating contact with said rst named piston in response to diminution of said source pressure below a predetermined level.

2, In a vehicle having a fixed portion and a portion movable in relation to said fixed portion in response to variation in load on said movable portion and in response to vibration, a source of fluid pressure, a set of pressure-actuated brakes, and automatic means for varying the amount of pressure applied to said brakes from said source in response to the movement of said movable portion resulting from changes in. load thereon While preventing variation in applied pressure in response to minute movement of said movable portion resulting from vibration, said automatic means comprising a valve between said source and said brakes, a rock bar having one of its ends in actuating engagement with said valve, a piston responsive to said pressure source and having an actuating engagement with the opposite end of said rock bar, a fulcrum movable along said rock bar and means for moving said fulcrum, said last-named means comprising a shaft rotatably mounted on one of said vehicle portions, an arm secured to said shaft and to the other of said vehicle portions to` cause rotation of said shaft in response to relative movements of said vehicle portions, and a leaf spring having one of its end portions secured to said shaft for rotation therewith and its opposite end portion slidably engaging said fulcrum.

3. The structure of claim 2 characterized by and including means for ybleeding said valve of excess pressure `after actuation thereof.

4. The structure of claim 2 characterized by and including a surge-chamber element secured to said fulcrum for resisting the movement thereof.

5. The structure of claim 2 including automatic means for actuating said piston in response to diminution of pressure in said source, said last named means including a cylinder, an emergency piston movabl-e in said cylinder, a pressure inlet on one side of said emergency piston communicating with said source, shaft means on said side of said piston and positioned for operating contact with said iirst named bar-actuating piston and yielding means on the opposite side of said piston effective to urge said shaft means into actuating contact with said rst named piston in response to diminution of said source pressure below a predetermined level.

References Cited in the le of this patent UNITED STATES PATENTS 1,865,068 Whittaker lune 28, 1932 FOREIGN PATENTS 1,010,527 France Mar. 26, 1952 

1. IN A VEHICLE HAVING A FIXED PORTION AND A PORTION MOVABLE IN RELATION TO SAID FIXED PORTION IN RESPONSE TO VARIATION IN LOAD ON SAID MOVABLE PORTION AND IN RESPONSE TO VIBRATION, A SOURCE OF FLUID PRESSURE, A SET OF PRESSURE-ACTUATED BRAKES, AND AUTOMATIC MEANS FOR VARYING THE AMOUNT OF PRESSURE APPLIED TO SAID BRAKES FROM SAID SOURCE IN RESPONSE TO THE MOVEMENT OF SAID MOVABLE PORTION RESULTING FROM CHANGES IN LOAD THEREON WHILE PREVENTING VARIATION IN APPLIED PRESSURE IN RESPONSE TO MINUTE MOVEMENT OF SAID MOVABLE PORTION RESULTING FROM VIBRATION, SAID AUTOMATIC MEANS COMPRISING A VALVE BETWEEN SAID SOURCE AND SAID BRAKES, A ROCK BAR HAVING ONE OF ITS ENDS IN ACTUATING ENGAGEMENT WITH SAID VALVE, A PISTON RESPONSIVE TO SAID PRESSURE SOURCE AND HAVING AN ACTUATING ENGAGEMENT WITH THE OPPOSITE END OF SAID ROCK BAR, A FULCRUM MOVABLE ALONG SAID ROCK BAR AND MEANS FOR MOVING SAID FULCRUM, SAID LAST-NAMED MEANS INCLUDING A TORSION SPRING HAVING ONE OF ITS ENDS SECURED TO ONE OF SAID VEHICLE PORTIONS AND ITS OPPOSITE END CONNECTED TO SAID FULCRUM AND AUTOMATIC MEANS FOR ACTUATING SAID PISTON IN RESPONSE TO DIMINUTION OF PRESSURE IN SAID SOURCE, SAID LAST NAMED MEANS INCLUDING A CYLINDER, AN EMERGENCY PISTON MOVABLE IN SAID CYLINDER, A PRESSURE INLET ON ONE SIDE OF SAID EMERGENCY PISTON COMMUNICATING WITH SAID SOURCE, SHAFT MEANS ON SAID SIDE OF SAID PISTON AND POSTIONED FOR OPERATING CONTACT WITH SAID FIRST NAMED BAR-ACTUATING PISTON AND YIELDING MEANS ON THE OPPOSITE SIDE OF SAID PISTON EFFECTIVE TO URGE SAID SHAFT MEANS INTO ACTUATING CONTACT WITH SAID FIRST NAMED PISTON IN RESPONSE TO DIMINUTION OF SAID SOURCE PRESSURE BELOW A PREDETERMINED LEVEL. 